Steam-engine valve.



N.o-.7 28,8 38 PATENTBD MAY 26,- 1903.

- P. B. .BELGHES.

STEAM ENGINE VALVE.

APPLIOATIONILIID JUNE 2, 1902.

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PATENTED MAY 26, 1903.

P. B. BELGHBS. STEAM ENGINE VALVE. APPLICATION FILED JUNE 2. 1902.

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PATBNTED MAY 26, 1903.

No. 728,838. I

P. B. BELGHES. STEAMENGINB VALVE.

APPLIOATION FILED-JUNE 2, 1902.

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No. 728,838. PATENTED MAY 26, 1903. P. B. BELOHES.

STEAM ENGINE VALVE.

APPLIOATION FILED JUNE 2, 1902.

NO MODEL.

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P. B. BELGHES. STEAM ENGINE VALVE. APPi-IOATION FILED JUNE 2, 1902.

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PATENTE D MAY 26, 190 3.

P. B. BELCHES. STEAM- ENGINE VALVE.

APPLIOAITION FILED mm: 2, 1902.

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PATENT OFFICE.

PETER BERKELEY BELCHES, OF HAYMARKET, VIRGINIA.

STEAM-ENGINE VALVE.

:PECIFICAIION forming part of Letters Patent No. 728,838, dated May 26,1903.

Application filed June 2, 1902- Serial No. 109,997. (No model.)

To all whom it may concern.-

Be it known that I, P TER BERKELEY BELCHES, a citizen of the UnitedStates, residing at Haymarket, in the county of Prince William, State ofVirginia, have invented certain new and useful Improvements in Steam-Engine Valves; and I do hereby declare the following to be a full,clear, and exact description of the same, reference being had to theaccompanying drawings, forming a part of this specification, and to thefigures and letters of reference marked thereon.

My invention relates to. an improvementin steam-engine-valve mechanismof the rotaryvalve type designed to afford a more perfect steamdistribution than is now attained in engine-valve mechanisms of thischaracter, to avoid as far as practicable the use of packing, to reducethe friction incident to the operation of such mechanism, provide foraclose regulation and positive governing of the steam-supply, and togenerally simplify and increase the effectiveness of valves of the kindreferred to.

A further purpose of the invention is to provide simple and efiectivereversing mechanism particularly adapted for rotating valves havingcontinuous travel in .the same direction during the forward and reversedriving or rotation of the crank-shaft of the engine.

With these objects in view and such-others as will suggest themselveswhen the construction, operation, and effect of the invention isunderstood the same contemplates the provision of a rotary valve to beassociated with an engine-cylinder having inlet-ports leading into theopposite ends of the same, the valve being provided with a steam porthaving means combined with the same for regulating the area thereof.

The invention further includes a controller for'said regulating meansand an automatically operating governor for said controller.

It further includes a valve having a head associated with eachsteam-port in the cylinder, said heads being divided into separateindependent sides or compartments, one of which forms the admission sideof the same, while the other forms the exhaust side thereof.

It also includes auxiliary means for imparting to the valve a part of acomplete revolution independently of the ordinary means for operation ofsaid auxiliary mechanism when the valve occupies a certain predeterminedposition, and it further includes the various details of constructionand combination of elements, as will be hereinafter described, andparticularly pointed out in the claims.

While the present invention is susceptible of many embodiments in whichthe details of construction may be varied within a Wide range Withoutdeparting from the spirit of the invention, I have illustrated in theaccompanying drawings and will hereinafter describe in connectiontherewith what I now conceive to be a preferred embodiment of the same,together with some modifications thereof.

In the drawings, Figure 1 shows an engine embodying my invention in sideelevation. Fig. 2 isadetailed longitudinal sectional view of thepreferred form of valve. Fig. Sis a transverse sectional view of thesame. Fig. 4 is a side-elevation thereof. Fig. 5 is a longitudinalsectional view of thepreferred form of mechanism for giving the valve anauxiliary movement. Fig. 6 is a detailed transverse sectional view ofthe same. Fig. 7 is a side elevation thereof. Fig. Sis atransversesectional view of a modified construction of valve. Fig. 9 is a detailedelevation ofa modified construction of means for giving the valve anauxiliary movement. Fig. 10 is a detailed view of part of thismechanism, a portion being broken away. Fig. 11 is a detailed view ofthe same. Fig. 12 is another detailed view of a part of this-mechanism.Fig. 13 is a detailed view of one arrangement for driving the valve atdifferent relative speeds. Figs. 14 and 15 show'a modification of thesame.

In the accompanying drawings the enginecylinder with which the improvedvalve is associated is indicated by the letter a, having a reciprocatingpiston b and steam-port a, leading through the shell thereof near eachend of the same. The valve-chamber d, in

which the valve 6 works, is preferably cylindrical in form and isprovided with a centrally-located inlet-port g and with exhaustports 7L2', arranged at the ends thereof. The

valve proper, 6, comprises an elongated sleeve e, fitted to the reducedend of the valvestem e provided with two cylindrical heads 6 caccurately fitted to the chamber d, one of said heads being associatedwith each port 0 to control the same. As indicated, the bore of thecasing forming the chamber at is provided with an annular shoulder neareach end thereof, which present bearings for the end of the heads 6 e toaccurately center the same'and prevent the valve from shifting axially.

Each head comprises acylindrical shell partitioned by acentrally-arranged diaphragm or wall e", which divides the same into twocompartments or sides of equal size to pro vide separate admission andexhaust passages in each head. Each compartment or side is completelyclosed at one end by a wall or head a, while the opposite end is leftentirely open, and, as will be noted on reference to the accompanyingdrawings, the walls (2 in each head are arranged in diametricallyopposite positions, the end wall of the exhaust side e of each headseparating the same from the inlet-port g, while the end wall of the admission side e separates the latter from the exhaust-port in the casingd, located in proximity thereto, while the open end of each admissionside is in open communication with the inlet-port and the open end ofeach exhaust side is in open communication with the adjacentexhaust-port.

In the operation of the engine the live steam enters the valve-chamber dthrough the admission-port g and passes unobstructedly into theadmission side of each of the heads through the open ends of the sameand discharges therefrom through peripheral ports a, which register withthe ports c during the rotation of the valve. The steam exhausted fromthe cylinder discharges through the respective ports 0 and through theelongated peripheral ports provided in the heads a 6 associatedtherewith, said ports being located on the exhaust side of said heads.The exhaust-steam then passes out of the open ends of said exhaust sidesinto and through the respective exhaust-ports h 2'. It will beunderstood that one of the heads 8 6 controls the admission and exhaustto one end of the cylinder a, while the other head performs a likeoffice for the opposite end of the cylinder and that said heads are sorelatively arranged that when the admission-port e of one head is inregister with one of the ports 0 the exhaust-port e of the other head isin register with the other port c.

Upon reference to Fig. 3 it will be seen that each admission-port 6extends around or occupies approximately one-fourth of the periphery orshell of the admission side of its heads, while the remaining portionthereof is left intact or solid. On the exhaust side the conditions arereversed, the admission-ports the heads, leaving but one-fourth thereofsolid or intact. In operation the valve rotates in the directionindicated by the arrow shown in Fig. 3, and as each of the heads e eperforms a similar function with a like effeet I will describe theoperation of but one of the same. When the port c of one of the headsregisters with its port 0', assuming that the former is unobstructed,the steam passes into the cylinder a until the rear edge of said port 6passes out of register with the port 0, and then the solid part e oftheheadcloses the port 0 and maintains the same closed during the expansionof the live steam which has just been admitted into the cylinder. In thecontinued rotation of the head the port c is brought into register withthe port 0, and the steam then exhausts from the cylinder until saidport 8 passes the port a and the solid portion e comes opposite to andcloses said port 0, and then a slight compression takes place in thecylinder previous to the admission of live steam, which occurs again assoon as the leading edge of the port 6 comes into register with saidport 0.

It is desirable in the practical operation of an engine to be able toregulate the supply of live steam to the cylinder, and for this purposein the present invention a gate m is associated with the admission-porte*, which is segmental in contour and of sufficient size to completelyclose the port with which it is associated. Each gate m, which islocated within theadmission side of each head and finds a bearing uponthe inside o'f the shell or peripherythereof along the edge of the port6 is pivotally supported by an arm n, pivoted to the wall 2 adjacent tobut eccentrical of the valve-stem, and to close and normally maintainthe gate in closed position tension means are associated therewith. Asshown in Fig. 3, this means comprises a cylinder 01, arranged within theadmission side of the head parallel to the wall 6 having a steaminletopening 0 in the shell thereof, and in this cylinder a piston pworks,which hasa pitman connection to the arm n, engaging with thelatter above the pivotal point thereof. The pitman, as shown herein, ismade flexible to permit of the. yielding thereof when the gate is.

opened, this construction of the pitman avoiding the necessity ofpivotally connecting the same at its ends. Each gate is provided with aninwardly-extending lateral stud narranged coincident with the leadingedge thereof, and an element is provided, held against rotation, whichprojects into the path thereof to counteract with the same in therotation of the valve and temporarily arrests the rotation of the gatein unison with said valve. When the gate is thus arrested, as the headcontinues its rotation the former is opened or forced back against theresistance of the tension means, before referred to, which opens theport with which the gate is associated to a greater or less extent. Theextent of this opening is controlled entirely by the position of theelement which extends into the path of the stud As disclosed in theaccompanying drawings, this element comprises a bar .9, guided and heldupon a shelf projecting radially from the inner wall of the chamber 61outside of the plane of the peripheries of heads 6 c, said bar beingprovided at its opposite ends with inwardly-extending projections 3,designed to be shifted into the path of the lugs 1'. To shift the bar, astem t is provided therefor, which extends across the casing d andprojects through the outer wall of the same into position to bemanipulated. By shifting this stem the positions of the projections 3may be regulated.

\Vhen the gates are closed, the studs 7, carried thereby, lie in a planesubstantially coincident with the periphery of the heads, and if theends 8 are projected so as to intersect this plane they will lie in thepaths in which said lugs travel when the gates are in closed positions.By reason of the eccentricity of the pivotal points of said gates as thelatter open they will recede into the heads and the distances betweenthe centers of said heads and the lugs r consequently diminished. Itwill thus be apparent that as the gates open the lugs 1' will graduallymove toward the ends of the projection s, and if the latter projectinwardly comparatively a short distance said lugs will slip over theends of the same aftera slight opening of the gates, and thus freethelatter when the steam which has been compressed in the cylinder at inthe rear of pistonsp during the opening of the gates will expand andforce said pistons forward and through the pitman connections rapidlyclose said gates. As will be appreciated, the distance which theprojections s extend beyond the plane in which the studs 1' revolve whenthe gates are in closed positions determines the period said gates willbe arrested on each rotation of the valve, and thereby the areas of theports 6", which will be exposed. The gates thus regulate the area ofsaid ports and are in turn controlled by the positions of theprojections s.

It is desirable that the positions of this controller should beautomatically governed during the operation of the engine, and foraccomplishing this purpose an ordinary centrifugal ball-governor isprovided, having a connection coacting with the stem 25 to shift thelatter in one direction positively, and means are provided for exertinga constant tension to shift said stem in an opposite direction. Theball-governor is associated with a counter-shaft it, geared to thecrank-shaft of the engine, and serves as one of the elements fortransmitting the rotation of said crank-shaft to the valve-stem, as willbe hereinafter described. This governor o actuates a collar w, slid-ablymounted upon the shaft 11,, to which a laterally-extending bracket orarm is rigidly connected, the latter terminating in an angular extensiony, running parallel to the valve-stem and guided in a rest 0c,projecting from the wall of the valve-cas-' ing d. The end of the arm 1is tapered upon its outer edge and coacts with a friction-roller securedto the end of the stem 25, said roller being constantly held in contactwith a tapered portion of the extension y by a leafspring 2, secured toa bracket 2, bolted to the valve-casing. This spring serves to exert aconstant tension upon the stem 25 to force the same inwardly. When theshaft is stationary, and consequently the balls of the governor in theirextreme inward positions,.the tapered end of arm 'y also occupies itsextreme inward position, which holds the stem in its extreme outwardposition, and consequently the extensions 1' are projected the maximumdistance across the path of lugs s.

The gates will consequently be open the posed. As the speed of rotationof shaft u gradually increases the governor will shift the collar 10 andtherethrough retract the arm y, and as the taper thereof decreasestoward its end the stem will be forced inwardly by the spring ,2, andtherethrough the pro.- jections s will be retracted and the period inwhich the gates are arrested diminished and as a consequence the areasof the exposed part of the ports e decreased.

To regulate the tension of the spring 2 and therethrough the resistanceoffered thereby to the movement of the arm y under the influence of theball-governor, a binding-screw 3 is provided, the stem of which passesthrough an opening in said spring and engages a threaded hole in the endof bracket 2, while the head of the screw finds a bearing upon the faceof said spring.

In the operation of the valve it is desirable to obtain a quick passageof the admissionports 6 past the ports 0 and a relatively slow passageof the exhaust-ports 6 past the same in order that the live steam may bequickly out off, while a relatively longer period is allowed for theexhaust. To this end in the present embodiment of my invention recourseis had to the gearing which transmits the rotation of the co unter-shaft u to the valve-stem. This gearing, as shown, comprises twointernieshing elliptical gear-wheels, so arranged relatively to eachother and to the valve-stem and shaft u that the action of the valvebefore premised will result.

It will be noted that the valve hereinbefore described is adapted torotate in but one direction, while it is'desirable that the rotation ofthe drive or crank shaft of the engine shall be capable of reversal, andas the valve is rotated through the medium of gearing interposed betweenthe same and the crank-shaft this gearing must be of a character totransmit a continuous rotary movement in but one direction to thevalve-stem from the crank-shaft irrespective of the direction ofrotation of the latter. For this purpose a sleeve .4 is provided, whichis keyed to the crank-shaft and carries a beveled gear 5 at each endthereof, either of which is adapted to mesh with a corresponding gear 6,fastened upon the lower end of the counter-shaft u. A lever 7 isprovided for shifting the sleeve 4, and thereby throwing either of thegears 5 into and out of mesh with the gear 6. If the crank-shaft isrotating in one direction and the gears 5 6 (shown in mesh in Fig. 1)are in driving relation, the shaft to will be rotated in the samedirection in which it will be turned when the other gear 5 and the gear6 are thrown in and the crank-shaft rotated in a reversed direction.

As before premised, the present invention contemplates the provision ofmeans for reversing the engine with which the type of valve beforedescribed is associated, and while such reversing action requires noextra movement of the valve when the engine is on a dead-center inaddition to the ordinary rotation thereofat other periods in therotation of the crank-shaft an independent rotation must be imparted tosaid valve. When the crank-shaft of the engine is on a dead-center, thepiston-head occupies a position at one end of the cylinder and theadmission-port in the valve-head associated with the port in that end ofthe cylinder is aboutto open. Consequently to reverse it is onlynecessary to start the crank-shaft in a direction opposite to that inwhich it has been running and to shift the sleeve 4, so that theordinary rotation will be imparted to the valve. In any other positionof the crank-shaft, however, the piston will occupy an intermediate orcentral position in its cylinder, and the admission-port in thevalve-head, which has just discharged live steam to the rear thereof,will have passed its port 0, while on the other side of the piston theexhaust-port in the other valve-head will be in communication with theport 0, with which it is associated. Therefore to obtain a reverseaction the exhaust-port of the valve-head which has just discharged livesteam to the rear of the piston must be brought into register with itsport 0, so that said steam may be discharged, while the exhaust on theother side of the piston must be cut off and the admissionport opened,so that said piston will be forced in a reversed direction from that inwhich it has been traveling. For this purpose the valve is given anindependent or auxiliary movement equal to one-half of a completerotation, which will reverse the positions of the heads 6 e that is,reverse the positions of the ports thereof in relation to the ports 0.The mechanism for giving this additional movement is intended to beactuated by a hand-lever, and, as before premised, the auxiliarymovement of the valve is not desired when the engine is on adead-center. This mechanism includes self-locking means for preventingthe auxiliary movement when the lever is shifted if the engine parts arein the position stated.

The preferred embodiment of the reversing mechanism as disclosed inFigs. 5, 6, and 7 includes means for securing the auxiliary rotation ofthe valve automatically, which is accomplished through the employment ofsteam taken from the valve-casing, thus requiring the application ofmanual power merely to start the said mechanism. As illustrated in Fig.5, the valve-stem is made in two sections detachably coupled together,so that one of said sections may be rotated independently of the otherwhen the same are uncoupled. The lower section 7 is geared to thecountershaft it, while the upper section 8 carries the valve. Bothsections are provided with central bores, and the upper section 8 isprovided with an axial nipple 9, which fits into the end of the bore ofsection 7 and rests upon an annular shoulder formed by a ring or flange10 therein. The inner walls of this nipple and flange are provided withoppositely-arranged registering grooves 12, into which a couplingkey 13fits for locking the sections together. This key is carried upon thelower end of a stem depending axially from the closed botton of a cup14, which performs the office of a valve, said cup being slidablymounted in the bore of the section 8. Secured to this cup and extendingthrough diametrically opposed radial slots in the wall of the section 8are arms 13, having their ends interlocked with a collar 15, looselymounted on said section. This collar is shifted to raise and lower thecup 14 for a purpose to be described by means of an arm 15, having oneend thereof forked and provided with pins to engage said collar andhaving its opposite end secured fast upon a shaft 16, journaled in asuitable supporting-bracket 17. On this shaft an arm 18 is rigidlymounted, which is provided with an annularly-extending slotted or forkedend 18, which receives the end of the spring-blade 19, carried by thehub of a lever 20, which is loosely mounted at one end upon said shaft16 and is provided at its other end with a link connection running to ahand-operated shiftlever 20'. Secured to the arms 13 is a sleeve 21,loosely mounted upon the section 8 and provided at its upper end withoppositely-arranged outwardly-extending lugs 22, which when the collar15 is at the limit of its upward movement rest in a higher plane thancorresponding lugs 23, depending from the valve-casing, which interlocktherewith in certain positions of the parts.

When the engine is on a dead-center, the lugs 22 23 are in alinementwith one another, the former resting upon the upper faces of the latteror directly above the same. It with the parts in this position the handreversing 16 held against movement. Consequently the movement of arm 20merely flexes the blade 19, which is made yielding for this purpose. Ifthe crank-shaft of the engine is in any other position than on adead-center, the lugs 22 23 will be out of alinement and the collar freeto move. Therefore when the arm is tilted it will rock the shaft 16 andthrough arm 18 and blade 19, which is of sufficient rigidity forthe'purpose,depress the arm 15 and therethrough the collar 15 and valve14. When the latter is depressed, it will carry the locking-key belowthe edge of the nipple9, and consequently uncouple the sections 7 8 ofthe shaft, so that they can have relative independent rotary movement.

The end of the section 8 is provided with an enlarged end or piston-head24, which is inclosed within a cylinder 25, loosely mounted upon thesectional shaft and supported upon frictionbearings interposed betweenthe ends thereof and said piston-head. To the base of this cylinderahead 26 is bolted, providing a chamber in which suitable ratchetgearingis located. This gearing is interposed between said head and the section7 to prevent the rotation of said cylinder in one directionindependently of the latter, but which permits of an independent rotarymovement of the cylinder in a reverse direction. Ratchet-disks 27 28 arealso placed above the cylinder, the latter being connected thereto andthe former being pressed into engagement by a spring 27. From thepiston-head 24 a radial wing 24 extends, provided with a suitablepocketin the end thereof for the reception of a packing to form asteam-tight bearing between said end and the inner wall of the cylinder25. From said wall two diametrically-arranged radial abutments projectwhich coact with said wing. The main abutment 28 has a packing in theend thereof which bears against the piston-head, and the side thereofadjacent to the wing 24 is cut away to provide a chamber between thesame and said Wing when the latter is arrested thereby. The otherabutment 29 only partly spans the space between the wall of the cylinderand the periphery of the head 24. Leading radially through the head 24from the bore thereof to the periphery of the stem and directly adjacentto the rear end of the wing 24 is a port 30, forming an opencommunication between the chamber in said cylinder, formed between theabutment 28 and the wing 24, and the bore of the stem below the normalposition of the valve 14. The bore of the stem above the bottom of thelatter and the interior of the same is in open communication with thevalve-chamber, and in the wall of said valve, nearthe base thereof, anopening 31 is provided, designed to register with the port when the cupis depressed. Thus when the reversing-lever 20' is operated as beforedescribed and through the medium of the interposed mechanism the cup 14depressed and the locking-key moved outof interlocklution, the wing 24strikes against the abutment 29 and the further independent movement ofthe section Sis prevented. The handlever 20' is then returned toposition, and through the interposed mechanism the cup 14 is lifteduntil its bottom clears the port 30, when the steam in the cylinder 25at once discharges therethrough and passing through the bore of the stemexhausts through radial opening 32 in the section 7. As soon as a ventis provided for the steam the air which has been compressed the Wall 28of the abutment 28 and the rear wall of wing 24', by the relativeturning of the cylinder and head 24, tends to return the parts to theirstarting positions. As the two sections are now coupled together, andconsequently a reverse movement of the piston-head 24 and section 7prevented, the cylinder 25 is forced around until it is arrested by thewing 24 striking the abutment 28. The latter rotation of the cylinder ispermitted by the ratchet mechanism located in the chamber formed by thehead 26 and the'ratchet mechanism above the cylinder.

Instead of employing the steam-operating mechanism described forreversing the valve manually-operating mechanism may be employed. Suchmechanism is illustrated in Figs. 9, 10, and 11 of the accompanyingdrawings. This manually-operated mechanism embodies all ofthefundamental principles of the steam-operating mechanismthat is, thevalve-stem ora supplemental shaft geared thereto is composed of twosections detachably coupled together, and means are interposed betweenthis sectional member and a hand-shift lever for preventing the couplingof said sections when the engine parts are in certain relationt'. 6.,when the crank-shaft is on a dead-centerand for giving the valvesectionan independent or auxiliary rotary movement at other times. In thefigures referred to the sectional shaft is indicated at 31, each sectionthereof having an externallythreaded hub upon its abutting end. Uponsaid abutting ends a sleeve 32 is threaded, which is provided at itslower end with a spur or gear Wheel adapted to mesh with a segmentalrack 33, carried by a pivotally-supported plate 34, operated by thereversinglever through interposed mechanism. This interposed mechanismis such that the plate will not be tilted when the lever is rocked ifthe engine is on a dead-center. The lower end of the upper section ofthe shaft 31 is provided with a pocket in which a lockingkey is located,the lower end of which encran k-shaft.

gages with a transverse slot in the end of the lower section of shaft31. The upper face of this end is provided with cam-surfaces for liftingthe key out of the slot when the same is slightly raised and the uppersection given a slight independent rotary movement. The key is helddepressed by a leaf-spring interposed between the wall of the pocket andthe end thereof. A flange or collar 38 is provided on the upper section,near the lower end of the same. i

In operation as the reversing-lever is tilted the plate 33 will becarried forward, and the rack thereon, meshing with the gear 40, willrotate said sleeve 32 and feed the same upwardly until the top thereofstrikes against outwardly-projecting lugs on the key and slightly raisesthe latter. The continued lifting of the sleeve is arrested by thecollar 35, and as said sleeve can no longer feed upwardly the rotarymovement thereof will he imparted to the upper section of the shaft.When a full half-revolution has been completed, the end of the key whichhas been lifted during the turning movement of the upper section by thecam-surfaces will reengage the slots 36, whereupon by a reverse movementof the hand-operated lever the sleeve 32 will be returned to itsstarting position.

As before premised, the type of valve which has been presentedhereinbefore must be driven at all times in the same direction, andconsequently the sleeve 4 and double-beveled gears associated therewithmust be provided to give this constant movement to the valveirrespective of the direction of rotation of the In the modificationillustrated in Fig. 8 a type ofvalve is disclosed embodying theinvention presented in the preferred form of valve, but which is inaddition so constructed that it is adapted to be reversed. In themodified valve the peripheries of both the admission and exhaust sidesof the heads thereof are provided with a plurality of portsequidistantly spaced, and a gate is provided in each side to controlsaid ports. Each gate is provided with a plurality of openingscorresponding to those in the heads and adapted to register with thesame and with solid or intact portions to also aline with the openingsin the heads to close the latter. Each gate is hung centrally, so as toopen in either direction, and the lug associated therewith, to beengaged by the controller, is centrally arranged. The gates are held incentral or closed positions either by the employment of -thecylinder-and-piston mechanisms before described or by properly adjustedsprings 38.

To provide for the relative fast and slow movements of the valve atdifferent periods or in the different positions assumed thereby in itsrotation, a modification of the elliptical gearing before described maybe employed. Such a modification is shown in Figs. 14 and 15, in whichthe valve-stem or a counter-shaft geared thereto is shown as providedwith a mutilated gear 39 and a hub 40, having a peripheral mutilatedgear, the teeth of which are in radial line with the mutilated part ofsaid gear 39. The shaft for driving the stem is provided with a similargear 42 and hub 43. The gear 39 is intended to mesh with gear 43 and thegear on hub 40 with the gear 43, and thus when the former pair are inmesh the valve will be driven at a relatively slow speed; but when thelatter pair are in mesh a relatively faster speed will be impartedthereto.

I claim-- 1. The combination with a steam-engine of a rotary valveincluding a hollow head having a steam-port therein, and a gate pivotedwithin said head for regulating the area thereof, substantially asdescribed.

2. The combination with an engine of a rotary valve including a headhaving an admission-port in the periphery thereof, a gate for regulatingthe area of said port and tension means for closing and maintaining saidgate in closed position, substantially as described.

3. The combination with an engine of a rotary valve including a headhaving a port in the periphery thereof, a pivoted gate associatedtherewith; for controlling the same, a cylinder and piston, saidcylinder having a port therein in communication with the steamspace ofsaid valve, and a pitman connection between said piston and said gate,substantially as described. 7

4. The combination with an engine of a rotary valve including a headhaving a port in the periphery thereof, a pivoted gate associatedtherewith for controlling the same, a cylinder and piston, said cylinderhaving a port therein in communication with the steamspace of saidvalve, and a flexible pitman connection between said piston and saidgate, substantially as described. I

5. The combination with a steam-engine and a cylinder having asteam-port, of a rotary valve including a head associated with saidport, said head having an admission-port in the periphery thereof, agate for regulating the latter port, a valve-casing, a rest extendingfrom one wall thereof, a controller for the gate supported upon saidrest and a stem extending therefrom and projecting through the oppositewall of the valve-casing whereby the controller may be manipulated,substantially as described.

6. The combination with a steam-engine having a cylinder with a portleading into each end of the same, of a rotary valve having a headassociated with each port, a port in each of said heads, a gateassociated with each of the latter ports, and a single controller commonto both of said gates, substantially as described.

7. The combination with a steam-engine having a cylinder with a portleading into each end of the same, of a rotary valve having a headassociated with each port, a port in each of said heads, a gateassociated with each of the latter ports, and a controller com mon toboth of said gates, said controller being located between said heads,substantially as described.

8. The combination With a steam-engine having a cylinder with a portleading thereinto, of a rotary valve including a head associated withsaid port, said head having a port in the'periphery thereof, a gate forregulating the latter port, a controller for said gate, anoperating-stem extending therefrom, and a governor associated with saidstem, substantially as described.

9. The combination with a steam-engine having a cylinder with a portleading thereinto, of a rotary valve including a head associated withsaid port, said head having a port in the periphery thereof, a gate forregulating the latter port, a controller for said gate, anoperating-stem extending therefrom, a sliding bar having an inclinedface coacting with the end of said stem, and a centrifugal ball-governorfor shifting said bar, substantially as described.

10. The combination with an engine having a cylinder with a steam-portleading thereinto, of a rotary valve including a head associated withsaid port, said head having a port in the periphery thereof, a gate forregulating the same, a controller for said gate provided with anoperating-stem, a friction-roller secured to the end of said stem, asliding bar having an inclined face coacting with said roller, andcentrifugal-ball-governor mechanism for shifting said bar, substantiallyas described.

11. The combination With an engine having a cylinder with a steam-portleading thereinto, of a rotary valve including a head associated withsaid port, said head having a port in the periphery thereof, a gate forregulating the same, a controller for said gate provided with a springfor pressing said stem in one direction, a sliding bar having inclinedface adapted to press said stem in an opposite direction, andcentrifugal-ball-governor mechanism for shifting said stem,substantially as described.

12. The combination with an engine having a cylinder provided with asteam-port, of a rotary valve including a head associated with saidport, said head having a port in the periphery thereof, a gate forregulating the same, a controller for said gate having anoperating-stem-governor mechanism adapted to press said stem in onedirection, and an adjustable, yielding device coacting with the stem toexert a tension thereon to press the same in an opposite direction,substantially as described.

13. The combination with a steam-engine having a cylinder with a portleading thereinto, of a rotary valve including a head having a porttherein, a gate regulating the same, a controller therefor, anoperating-stem and governing mechanism for said controller comprising asliding bar having an inclined face coacting with the end of said stem,centrifugal governing mechanism for shifting said bar, a leaf-springalso coacting with the end of said stem and means for adjusting thetension of said spring, substantially as described.

14. The combination with an engine having a cylinder provided with asteam-port, of a rotary valve including a head having a steam admissionand an exhaust side, each of said sides having a port designed toregister with the cylinder-port aforesaid, a crank-shaft, means fortransmitting the rotation of the latter to the valve, said meansincluding mechanismfor rotating the valveat arelatively slow speedduring one portion of its movement and a relativelyfaster speed duringthe remaining portion thereof, substantially as described.

15. The combination with an engine having a cylinder provided with a'steam-port, of a rotary valve including a head having a steam admissionand an exhaust side, each of said sides having a port designed toregister with the cylinder-port aforesaid, a crank-shaft, means fortransmitting the rotation of the latter to the valve, said meansincluding an elliptical gearing forminga part of said transmissionmechanism for rotating the said valve at a relatively slow speed duringone portion of its movement and a relatively faster speed during theremaining portion thereof, substantially as described.

16. Thecombination with a steam-engine of a valve for controlling theadmission and exhaust of steam to the cylinder thereof, a crank-shaftadapted to be reversed and means interposed between said shaft and valvefor rotating the latterin the same direction irrespective of thedirection of rotation of the former, substantially as described.

17. The combination with a steam-engine having a valve designed torotate in but one direction and a crank-shaft adapted to have thedirection of rotation thereof reversed, of

means for transmitting the rotation movement of said shaft to the valve,including a shaft carrying a single beveled gear, and a pair of beveledgears associated with the crank-shaft, either of which is adapted tocoact with said single gear, substantially as described.

18. The combination with a steam-engine having a rotary valve designedto rotate in but one direction and a crank-shaft adapted to be reversed,of means for transmitting the rotation of the latter to the former,including a shiftable sleeve, a beveled gear secured to each endthereof, a conntenshaft, a single gear carried thereby and means forshifting said sleeve to bring either of the gears thereof into mesh withthe gear on the counter-shaft, substantially as described.

' 19. The combination With a steam-engine, having a steam-controllingvalve adapted to be rotated in but one direction and a crankshaftadapted to have the direction of rotation thereof reversed, of means fortransmitting the rotation of said shaft to said valve and means forgiving the valve an auxiliary rotary movement, substantially asdescribed.

20. The combination with a steam-engine having a rotary valve and areversible crankshaft, of means for transmitting the rotation of saidshaft to the valve including a sectional shaft, said valve rotating inunison with one of said sections, and means for giving said section anauxiliary movement, substantially as described.

21. In an engine the combination with a Valve capable of rotation in buta single direction, and acrank-shaft, of meansfor transmitting therotation of the former to the latter, including a sectional shaft, thesaid valve being rotated in unison with one section thereof, ashiftlever and means actuated thereby for giving said section anauxiliary movement, substantially as described.

22. In an engine the combination with a valve capable of rotation in buta single direction and acrank-shaft, of means for transmitting therotary movement of the former to the latter, including the sectionalshaft, said valve being rotated in unison with one section of saidshaft, a shiftlever, means actuated thereby for giving said shaft anauxiliary movement and means controlled by the position of said valvefor locking the latter movement against operation when said shift leveris operated, substantially as described.

23. In an-engine the combination with a valve capable of rotation in buta single direction and a crank-shaft adapted to be reversed, of meansfor transmitting the rotation of the latter to the former, including asectional shaft and shift-lever,an automaticallyoperating mechanismactuated thereby for giving one section of said shaft an auxilliarymovement, substantially as described.

24. In an engine the combination with a valve capable of rotation in buta single direction and a reversible crank-shaft, of means fortransmitting the rotation of the latter to the former, including asectional shaft, said valve rotating in unison with one section thereof,a shift-lever automatically-operating mechanism for giving said sectionan auxiliary movement, a controller for the latter, and means interposedbetween said shiftlever and controller for operating the latter when thelever is tilted, substantially as described.

25. 'In an engine the combination with a valve capable of rotation inbut a single direction and a reversible crankshaft, of means fortransmitting the rotation of the latter to the former, including asectional shaft, said valve rotating in unison with one sectionthereof,a shift-lever, automatically-operating mechanism for giving saidsection an auxiliary movement, a controller for the latter, and meansinterposed between said shift-le-' ver and controller for operating thelatter when the lever is tilted and means controlled by the valve forlocking said controller to prevent the movement thereof in certainposition of the valve, substantially as described.

26. In an engine in combination with a valve capable of rotation in buta single direction and a reversible crank-shaft, of means for rotatingthe former from the latter, including a sectional shaft, said valvemoving in unison with one section thereof, and means for giving the saidsection an auxiliary rotation including a piston carried by saidsection, a cylinder associated with the same, steam inlet and exhaustports and a valve for controlling the same, substantially as described.

27. In an engine in combination with a valve capable of rotation in buta single direction and a crank-shaft, of m cans for transmitting. therotation of the former to the latter, including a sectional shaft, saidvalve being rotated in unison with one section thereof, means for givingsaid section an auxiliary rotation, including a piston carried by saidsection, a cylinder associated with the same, steam inlet and exhaustports, a controllingvalve therefor, a shiftlever and means operatedthereby for controlling the latter valve, substantially as described.

28. In an engine the combination of a valve capable of rotation in but asingle direction and a reversible crank-shaft, of means for transmittingthe rotation of the latter to the former, including a sectional shaft, akey for coupling said sections together and means for shifting said keyto uncouple said sections and for giving one of said sections anauxiliary rotary movement, substantially as described.

29. In an engine the combination witha valve capable of rotation in buta single direction and a reversible crank-shaft, of means fortransmitting the rotation of the latter to the former, including asectional shaft having registering slots in the abutting ends thereof, akey interlocking therewith forcoupling said sections togetherand meansfor shifting said key to uncouple said sections and for giving one ofthe latter an auxiliary rotary movement, substantially as described.

30. In an engine the combination with a valve capable of rotation in buta single direction and a reversible crank-shaft, of means fortransmitting the rotation of the latter to the former, including asectional shaft having registering slots in the abutting ends thereof, akeyinterlocking therewith for coupling said sections together, and meansfor shifting said key axially of said shaft to uncouple said sections,and for giving one of the latter an auxiliary rotary movement,substantially as described.

31. In an engine the combination with a valve capable of rotation in buta single direction and a reversible crank-shaft, of means fortransmitting the rotation of the former to the latter, including asectional shaft, a key for coupling said sections together, a piston IIIcarried by one section of said shaft, a cylinder associated with thesame, a steam-port leading to the chamber in said cylinder, a valve forcontrolling the same, means for shifting said valve and means interposedbetween said valve and said key for shifting the latter in unison withsaid valve, substantially as described.

32. In an engine the combination with a valve capable of rotation in buta single direction and areversible crank-shaft, of means fortransmitting the rotation of the former to the latter, including asectional shaft, a key for coupling said sections together,steam-actuated mechanism for giving one section of said shaft anauxiliary rotary movement, a shiftable valve for controlling saidsteam-actuating mechanism, and manually-actuated means for shifting saidvalve, substantially as described.

33. In an engine the combination with a valve capable of rotation in buta single direction and a reversible crank-shaft, of means fortransmitting the rotation of the former to the latter, including asectional shaft,a key for coupling said sections together,steam-actuated mechanism for giving one section of said shaft anauxiliary rotary movement, a shiftable valve for controlling saidsteam-actuating mechanism, a manually-actuated means for shifting saidvalve, and a stem depending from said valve carrying said key,substantially as described.

34. In an engine the combination with a valve capable of rotation in buta single direction and a crank-shaft adapted to have the direction ofrotation thereof reversed, of means for rotating the former from thelatter, including a sectional shaft, a piston-head carried by theabutting end of the upper of said sections, said section having an axialbore in communication with the steam in the valve-casing, a cylinderinclosing the pistonhead loosely mounted upon the sectional shaft, meansfor locking the same to the lower section of said shaft against movementin one direction independently thereof, said pistonhead having a radialport leading from the bore thereof into the chamber of the cylinder, avalve for controlling said port located in the bore of the firstsection, and manuallyoperating mechanism for shifting said valve.

35. In an engine the combination with a valve capable of rotation in'buta single direction and a crank-shaft adapted to be reversed, of meansfor rotating the former from the latter, including a sectional shaft, apiston-head carried by the abutting end of the upper of said sections,the latter section having an axial bore in communication with the steamin the valve-casing, a radial wing carried by said head, a cylinderloosely inclosing the latter, having diametrically arranged abutments,one of said abutments bearing upon the piston-head, a port leadingthrough said head opening into the cylinder-chamber between thelast-named abutment and said wing, a cup-shaped valve having a port inthe side wall thereof mounted in the bore of the first section, saidvalve normally resting in a higher plane than the port in thepiston-head whereby the same is exposed, the lower section of said shafthaving a bore provided with a discharge-port leading therefrom andmanually-operating means for shifting the valve.

36. In an engine the combination with a valve capable of rotation in buta single direction and a crank-shaft adapted to be reversed, of meansfor rotating the former from the latter, including a sectional shaft, apiston-head carried by the abutting end of the upper of said sections,the latter section having an axial bore in communication with the steamin the valve-casing, a radial wing carried by said head, a cylinderloosely inclosing the latter having diametrically arranged abutments,one of said abutments bearing upon the piston-head, a port leadingthrough said head opening into the cylinder-chamber between thelast-named abutment and said wing, a cup-shaped valve having a port inthe side wall thereof mounted in the bore of the first section, saidvalve normally resting in a higher plane than the port in thepiston-head whereby the same is exposed, the lower section of said shafthaving a bore provided with a discharge-port leading therefrom,manuallyoperating means for shifting the valve and means for locking thevalve against movement.

37. In combination in an engine with a valve capable of rotation in buta single direction, a casing therefor and a reversible crank-shaft, ofmeans for rotating the valve from the latter, including a sectionalshaft comprising an upper and a lower section, each having an axialbore, that in the upper shaft being in open communication with theinterior of the valve-casing, a piston-head on the end of the uppersection having a radial wing and an axial nipple depending therefromfitting within the bore of the lower section, a coupling-key associatedtherewith and the lower section, a cylinder inclosing the pistonheadloosely mounted on said shaft and havin g radially-opposed abutmentscoacting with said wing, said piston-head having a steamport leadingfrom the bore thereof to the cylinder-chamber, a controlling-Valvelocated in the bore of the upper section, means for operating the same,including a shift-lever, and ratchet mechanism interposed between saidcylinder and the sectional shaft.

PETER BERKELEY BELCHES.

Witnesses:

ALEXANDER S. STEWART, THOMAS DURANT.

IOC

